CN106994913A - The control device of vehicle and the control method of vehicle - Google Patents
The control device of vehicle and the control method of vehicle Download PDFInfo
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- CN106994913A CN106994913A CN201710041965.9A CN201710041965A CN106994913A CN 106994913 A CN106994913 A CN 106994913A CN 201710041965 A CN201710041965 A CN 201710041965A CN 106994913 A CN106994913 A CN 106994913A
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2036—Electric differentials, e.g. for supporting steering vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
- B62D6/003—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels in order to control vehicle yaw movement, i.e. around a vertical axis
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/02—Control of vehicle driving stability
- B60W30/045—Improving turning performance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/046—Controlling the motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/046—Controlling the motor
- B62D5/0463—Controlling the motor calculating assisting torque from the motor based on driver input
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K2007/0061—Disposition of motor in, or adjacent to, traction wheel the motor axle being parallel to the wheel axle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/40—Electrical machine applications
- B60L2220/42—Electrical machine applications with use of more than one motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/40—Electrical machine applications
- B60L2220/46—Wheel motors, i.e. motor connected to only one wheel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/14—Acceleration
- B60L2240/16—Acceleration longitudinal
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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- B60L2240/10—Vehicle control parameters
- B60L2240/14—Acceleration
- B60L2240/18—Acceleration lateral
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/24—Energy storage means
- B60W2510/242—Energy storage means for electrical energy
- B60W2510/244—Charge state
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/20—Steering systems
- B60W2710/202—Steering torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2720/00—Output or target parameters relating to overall vehicle dynamics
- B60W2720/40—Torque distribution
- B60W2720/406—Torque distribution between left and right wheel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/61—Arrangements of controllers for electric machines, e.g. inverters
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Mathematical Physics (AREA)
- Physics & Mathematics (AREA)
- Power Engineering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Power Steering Mechanism (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
It is an object of the invention to provide the control method of the control device of vehicle and vehicle, when turn to driving force control using right-left driving force difference, desired steering can be also carried out in the case that battery electric quantity is reduced.The control device (200) of the vehicle possesses：The additional yaw moment operational part (214) of car body, the additional yaw moment of car body for putting on car body is calculated according to the yaw-rate of vehicle；Steering torque instruction unit (246), indicates the booster torquemoment of steering carried out by wheel steering system；Right-left driving force moment of torsion instruction unit (248), independently of wheel steering system and indicate to car body apply torque left and right wheel drive torque；Charged state acquisition unit (137), obtains the charged state of battery, and the battery is the driving source for applying the additional yaw moment of the car body and storage electric power；With driving force operational part, calculate booster torquemoment and left and right wheel drive torque to apply the additional yaw moment of car body based on charged state.
Description
Technical field
The present invention relates to the control method of a kind of control device of vehicle and vehicle.
Background technology
In the past, for example the following content disclosed in patent document 1, it is the first of main drive wheel electronic for driving to possessing
The electric automobile of machine, the second motor for drive pair driving wheel and battery is controlled, confirm forceful electric power battery SOC and
Temperature simultaneously judges whether that can be driven power distribution controls, and the requirement moment of torsion of the second motor is reduced when SOC is relatively low, so
Afterwards, the requirement moment of torsion of the first motor is reduced.
Prior art literature
Patent document
Patent document 1：Japanese Unexamined Patent Publication 2007-325372 publications
The content of the invention
Technical problem
The steering driving force control carried out using the difference of the right-left driving force of motor is the electric power by high-voltage battery
Realize, but according to the charged state (SOC of high-voltage battery：The difference of (State of Charge), in driving force control
On can produce the difference of performance.Particularly, if the charged state of high-voltage battery is reduced when turning to, it can not pass through and control to drive
Power carries out power steering control, causes the driver must to play steering wheel or deceleration more.In this case, due to driving
The reaction time that the person of sailing requires becomes shorter with the increase of speed, therefore may need in middling speed~high speed to carry out complicated
Steering operation.
Technology described in above-mentioned patent document 1 is the output torque using the first motor and the second motor to front and back wheel
Moment of torsion distribution be controlled, rather than using right-left driving force difference carry out turn to driving force control.Therefore, do not consider
When turning to during the charged state reduction of high-voltage battery, control to control what is compensated to ask power steering by driving force
Topic, in this case, power steering control, which is compensated, by driving force control becomes more difficult.
Therefore, the present invention is to complete in view of the above problems, it is an object of the invention to provide one kind by improvement and
The control device of new vehicle and the control method of vehicle, when the difference by using right-left driving force carries out turning to driving force control
When processed, in the case that battery electric quantity is reduced, desired steering can also be carried out.
In order to solve the above problems, according to an aspect of the present invention there is provided a kind of control device of vehicle, it possesses：
The additional yaw moment operational part of car body, it calculates the additional yaw moment of car body for putting on car body according to the yaw-rate of vehicle；Turn
To moment of torsion instruction unit, it indicates the booster torquemoment of the steering carried out by wheel steering system；Right-left driving force moment of torsion is indicated
Portion, it is independently of wheel steering system and indicates to apply the left and right wheel drive torque of torque to car body；Charged state acquisition unit,
It obtains the charged state of battery, and above-mentioned battery turns into the driving source for being used for applying the additional yaw moment of the car body and storage electricity
Power；Adjustment portion, it adjusts above-mentioned booster torquemoment and above-mentioned left and right wheel drive torque to apply above-mentioned car according to above-mentioned charged state
The additional yaw moment of body.
Can be that above-mentioned adjustment portion reduces above-mentioned left and right wheel drive torque with the reduction of above-mentioned battery electric quantity in addition,
And make above-mentioned booster torquemoment increase.
Can be that, when above-mentioned battery electric quantity is below predetermined value, above-mentioned adjustment portion turns round above-mentioned left and right wheel drive in addition
Square is 0.
Can be that the control device of above-mentioned vehicle possesses in addition：Drift angle operational part is predicted, it calculates the prediction of vehicle
Drift angle；The drift angle operational part that can be turned to, it calculates the drift angle that can be turned to, above-mentioned maximum steering according to maximum turning radius
Radius is tried to achieve according to the driving force of the wheel for applying the additional yaw moment of above-mentioned car body；And sliding angular rate of change computing
Portion, it calculates sliding angular rate of change, above-mentioned sliding angular rate of change be above-mentioned prediction drift angle with the above-mentioned drift angle turned to it
Than；Above-mentioned adjustment portion adjusts above-mentioned booster torquemoment and above-mentioned left and right wheels based on above-mentioned charged state and above-mentioned sliding angular rate of change
Driving torque.
Can be that above-mentioned adjustment portion subtracts above-mentioned left and right wheel drive torque with the increase of above-mentioned sliding angular rate of change in addition
It is few, and make above-mentioned booster torquemoment increase.
Can be in addition, when above-mentioned sliding angular rate of change is more than predetermined value and above-mentioned battery electric quantity is more than predetermined value
When, above-mentioned adjustment portion using the above-mentioned left and right wheel drive torque among the moment of torsion for applying the additional yaw moment of above-mentioned car body as
Exportable peak torque, regard remaining as above-mentioned booster torquemoment.
Can be that above-mentioned prediction drift angle operational part is included in addition：First prediction drift angle operational part, it is pre- that it is based on first
Survey turning radius and calculate the first prediction drift angle, above-mentioned first prediction turning radius is calculated based on the track that camera calibration is arrived；
Second prediction drift angle operational part, it is based on the second prediction turning radius and calculates the second prediction drift angle, and above-mentioned second prediction turns
Calculated to radius based on turning angle of steering wheel；Above-mentioned sliding angular rate of change operational part is included：First sliding angular rate of change operational part,
It calculates first and slides angular rate of change, and above-mentioned first sliding angular rate of change is that above-mentioned first prediction drift angle is turned to above-mentioned
The ratio between drift angle；Second sliding angular rate of change operational part, it calculates second and slides angular rate of change, above-mentioned second sliding angular rate of change
It is the ratio between above-mentioned second prediction drift angle and above-mentioned drift angle turned to；The control device of above-mentioned vehicle is also equipped with possessing sliding
Angular rate of change determination unit, its more above-mentioned first sliding angular rate of change and the above-mentioned second sliding angular rate of change, larger value is sentenced
It is set to sliding angular rate of change, what above-mentioned adjustment portion judged according to above-mentioned charged state and by above-mentioned sliding angular rate of change determination unit
Above-mentioned sliding angular rate of change adjusts above-mentioned booster torquemoment and above-mentioned left and right wheel drive torque.
Can be that the control device of above-mentioned vehicle possesses the sliding determination unit for judging vehicle slip in addition, when judgement vehicle
When having carried out sliding, above-mentioned adjustment portion reduces above-mentioned left and right wheel drive torque, and makes above-mentioned booster torquemoment increase.
Can be that the control device of above-mentioned vehicle possesses in addition：Target yaw rate operational part, the target that it calculates vehicle is horizontal
Slew Rate；Vehicle yaw rate operational part, it calculates the value of yaw rate model according to auto model；Yaw rate sensor, it detects car
Actual yaw rate；Yaw-rate operational part is fed back, it is according to the value of above-mentioned yaw rate model and the difference of above-mentioned actual yaw rate
The value and above-mentioned actual yaw rate of the above-mentioned yaw rate model of distribution, according to the value of above-mentioned yaw rate model and above-mentioned actual yaw
Rate calculates feedback yaw-rate；The above-mentioned additional yaw moment operational part of car body is according to above-mentioned target yaw rate and above-mentioned feedback yaw-rate
Difference calculate the additional yaw moment of above-mentioned car body.
Can be that above-mentioned target yaw rate operational part is included in addition：First object yaw-rate operational part, it is according to camera
Image calculates first object yaw-rate；And the second target yaw rate operational part, it is based on turning angle of steering wheel and car speed
The second target yaw rate is calculated, above-mentioned target yaw is calculated based on above-mentioned first object yaw-rate and above-mentioned second target yaw rate
Rate.
In addition, in order to solve the above problems, according to another aspect of the present invention there is provided a kind of control method of vehicle, bag
Contain：The step of additional yaw moment of car body for putting on car body is calculated according to the yaw-rate of vehicle；Indicate to pass through wheel steering
The step of booster torquemoment for the steering that system is carried out；Independently of wheel steering system and indicate to car body apply torque left and right
The step of wheel drive torque；The step of obtaining the charged state of battery, above-mentioned battery, which turns into, to be used to apply the additional horizontal stroke of the car body
Put the driving source and storage electric power of torque；And above-mentioned booster torquemoment and above-mentioned left and right wheel drive are adjusted according to above-mentioned charged state
The step of moment of torsion is to apply above-mentioned car body additional yaw moment.
As described above, according to the present invention, when the difference using right-left driving force turn to driving force control, even in electricity
Desired steering can be also carried out in the case of the electricity reduction of pond.
Brief description of the drawings
Fig. 1 is the schematic diagram for the vehicle for representing an embodiment of the invention.
Fig. 2 is the structural representation for representing to possess the vehicle of high-voltage system and 12V systems.
Fig. 3 is the schematic diagram for representing the power steering mechanism that the vehicle of present embodiment possesses.
Fig. 4 is the schematic diagram of the friction circle characteristic of tire when representing to produce sliding.
Fig. 5 is the schematic diagram for representing to calculate the method for the moment of torsion of electric boosting steering motor.
Fig. 6 is the schematic diagram for being shown in detail in the control device of present embodiment and the structure around it.
Fig. 7 is that explanation passes through extraneous identification part, progress and the signal of the computational methods of the lateral deviation ε between travel path
Figure.
Fig. 8 is the schematic diagram of gain diagram when representing weighted gain operational part calculating weighted gain a.
Fig. 9 is the flow chart for the disposed of in its entirety for representing present embodiment.
Figure 10 be represent present embodiment by right-left driving force distribute carry out course changing control and course changing control it is general
The flow chart wanted.
Figure 11 is the flow chart of the processing for the step S112 being shown in detail in Fig. 9.
Figure 12 is the flow chart that the sliding for the step S127 being shown in detail in Figure 11 judges the processing of computing.
Figure 13 is the flow chart of the summary for the processing for representing the step S120 in Figure 11.
Figure 14 is the flow chart for the processing for representing the step S120 in Figure 11 in more detail.
Figure 15 is the flow chart for the processing for representing the step S122 in Figure 11 in more detail.
Figure 16 is to represent that prediction turning radius operational part is predicted turning radius tgtRcam calculating, prediction drift angle fortune
Calculation portion is predicted the flow chart of the processing of drift angle tgt β cam calculating.
Figure 17 is the schematic diagram for representing the state of vehicle and lane line (white line) from the top of vehicle.
Figure 18 is to represent that maximum turning radius operational part carries out the driving force used when maximum turning radius tvmaxR is calculated
The performance plot of steering lock radius curve figure.
Figure 19 A are the performance plots illustrated for the flow of the curve map to creating Figure 18.
Figure 19 B are the performance plots illustrated for the flow of the curve map to creating Figure 18.
Figure 19 C are the performance plots illustrated for the flow of the curve map to creating Figure 18.
Figure 19 D are the performance plots illustrated for the flow of the curve map to creating Figure 18.
Figure 20 A are the performance plots illustrated for the control effect to present embodiment.
Figure 20 B are the performance plots illustrated for the control effect to present embodiment.
Symbol description
137：Charged state acquisition unit
200：Control device
214：The additional yaw moment operational part of car body
218、230：Predict drift angle operational part
220、232：Slide angular rate of change operational part
238：The drift angle operational part that can be turned to
242：Steering mode judges operational part
244：Driving force operational part
246：Steering torque instruction unit
240：Slide angular rate of change determination unit
245：Slide determination unit
1000：Vehicle
Embodiment
Hereinafter, of the invention is preferred embodiment described in detail referring to the drawings.In addition, in this specification and attached
In figure, for substantially having the structural element of same functional structure to mark identical symbol, and the repetitive description thereof will be omitted.
First, reference picture 1, the structure to the vehicle 1000 of an embodiment of the invention is illustrated.Fig. 1 is to represent
The schematic diagram of the vehicle 1000 of present embodiment.As shown in figure 1, vehicle 1000 has：Front-wheel 100,102, trailing wheel 104,106,
The driving force generating mechanism (motor) 108,110,112,114 of driving front-wheel 100,102 and trailing wheel 104,106, is used for respectively
By the driving force of motor 108,110,112,114 be transferred to respectively front-wheel 100,102 and trailing wheel 104,106 gearbox 116,
118th, 120,122, the inverter 123,124,125,126 being respectively controlled to motor 108,110,112,114 is right respectively
The vehicle-wheel speed sensor 127,128 that the wheel velocity (car speed V) of trailing wheel 104,106 is detected, makes front-wheel 100,102
The steering wheel 130 of steering, front and rear acceleration sensor 132, lateral acceleration sensor 134, battery 136, for obtaining battery
Charged state (SOC：(State of Charge)) charged state acquisition unit 137, steering angle sensor 138, electronic-controlled power steering
Mechanism 140, yaw rate sensor 142, gear position sensor (IHN) 144, accelerator open degree sensor 146, control device (controller)
200。
The vehicle 1000 of present embodiment, which is provided with, to be respectively used to drive the electronic of front-wheel 100,102 and trailing wheel 104,106
Machine 108,110,112,114.Therefore, it is possible to control the driving torque of front-wheel 100,102 and trailing wheel 104,106 respectively.Therefore, by
The generation that front-wheel 100,102 turns to caused yaw-rate is separate, by front-wheel 100,102 and trailing wheel 104,106
Right-left driving force control is carried out respectively, can be distributed control using torque vector and be produced yaw-rate, hereby it is possible to travel direction
Disk power steering.That is, it is right by car body steering angular velocity (hereinafter referred to as yaw-rate) in the vehicle 1000 of present embodiment
Steering moment (hereinafter referred to as yaw moment) is controlled, and implements the power steering control for travel direction disk power steering.
Pass through the instruction pair based on control device 200 and each motor 108,110,112,114 corresponding inverters
123rd, 124,125,126 it is controlled, and then controls the driving of each motor 108,110,112,114.Each motor
108th, 110,112,114 driving force by each gearbox 116,118,120,122 be transferred to respectively front-wheel 100,102 and after
Wheel 104,106.Using response characteristic excellent motor 108,110,112,114 and inverter 123,124,125,126
Can be in the vehicle 1000 of the independent driving in left and right, can be by car body steering angular velocity (yaw-rate) to steering moment (yaw power
Square) it is controlled, implement the power steering control for travel direction disk power steering.
Operation of the power steering mechanism 140 according to driver to steering wheel 130, passes through moment of torsion control or angle control pair
The steering angle of front-wheel 100,102 is controlled.The side inputted during the detection driver's operation steering wheel 130 of steering angle sensor 138
To disk steering angle θ h.Yaw rate sensor 142 detects the actual yaw rate gamma of vehicle 1000.Vehicle-wheel speed sensor 127,128
Detect the car speed V of vehicle 1000.
In addition, present embodiment is not limited to which or only trailing wheel 104,106 independently produces driving force
Vehicle.In addition, present embodiment, which is not limited by driving force control, carries out torque vector distribution, the steering angle of trailing wheel is being controlled
It can also be realized in 4WS systems.
Fig. 2 is the schematic diagram for representing to possess the structure of high-voltage system 1010 and the vehicle 1000 of 12V systems 1020.High electricity
Pressure system 1010, which is included, is used to driving the motor 108,110,112,114 of above-mentioned vehicle 1000, inverter 123,124,125,
126.In addition, 12V systems 1020 include the car of air regulator (air-conditioning), electric boosting steering system, car light and rain brush etc.
Electrical system.As shown in Fig. 2 vehicle 1000 is configured to the high-voltage battery that electric power is provided to high-voltage system 1010
1040th, the voltage of high-voltage battery 1040 is changed and to 12V systems 1020 provide electric power DC/DC frequency converters 1030,
12V lead batteries 1022 and onboard charger 1050.
As shown in Fig. 2 the power-supply system of the vehicle such as HEV and electric automobile, includes 12V systems 1020 and high-voltage system
1010 two kinds.In 12V systems 1020, by (12V) lead battery 1022 as buffer, carried out by DC/DC frequency converters 1030
It is depressured and carries out power supply supply from high-voltage battery 1040.Therefore, do not carry and pass through oil-engine driven vehicle as conventional
Such generator (alternating current generator, generator).
Fig. 3 is the signal for representing the power steering mechanism 140 (steering) that the vehicle 1000 of present embodiment possesses
Figure.The vehicle 1000 of present embodiment possesses wire-controlled steering system as shown in Figure 3 or active front steering system as steering system
System.All it is the steering that front-wheel is carried out by the driving force of electric boosting steering motor 1060, by leading in any one mode
The electric power after DC/DC frequency converters 1030 are depressured to the voltage of high-voltage battery 1040 is crossed to electric boosting steering motor
1060 are driven.By controlling the moment of torsion of electric boosting steering motor 1060, it can make predetermined relative to driver
The steering volume of the vehicle 1000 of steering operation amount is variable.
In vehicle 1000 as constructed as above, if only implementing to turn to by wheel steering when vehicle 1000 is turned to,
Conversion efficiency is then produced when being depressured by DC/DC frequency converters 1030, efficiency when internal power is changed can be passed through to electric energy
Ji property and fuel economy produce influence.
In addition, the driving force carried out using the difference of the right-left driving force produced by motor 108,110,112,114 is controlled
It is to be realized by the electric power of the high-voltage battery 1040 as driving source, but according to the charged state of high-voltage battery 1040
SOC difference, can produce the difference of performance in driving force control.When turning to, in the charged state of high-voltage battery 1040
In the case of reduction, it is impossible to carry out power steering control by driving force, cause driver must beat more steering wheel or
Person is slowed down.In this case, due to being become shorter to the driver requested reaction time with the increase of speed, middling speed~
More complicated steering operation may be may require that during high speed.
Therefore, in the present embodiment, in the case of the charged state reduction of high-voltage battery 1040, from by electronic
The course changing control that the right-left driving force distribution of machine 108,110,112,114 is carried out is converted to by electric boosting steering motor
1060 course changing controls carried out, increase the moment of torsion of electric boosting steering motor 1060.Accordingly, the steering relative to driver is grasped
The steering volume increase for the vehicle 1000 that work is measured.
On the other hand, when traveling is on low-friction coefficient (μ) road surface, in the case where vehicle 1000 easily slides,
If being driven power control, vehicle just with the difference of the right-left driving force produced by motor 108,110,112,114
1000 are slid, and the performance of vehicle 1000 may be caused unstable.Therefore, in the present embodiment, based on vehicle 1000
Drift angle, the course changing control carried out is distributed with being helped by electronic in the right-left driving force by motor 108,110,112,114
Suitably changed between the course changing control that power steer motor 1060 is carried out.In addition, when sliding, from using by electronic
The driving force control that the difference for the right-left driving force that machine 108,110,112,114 is produced is carried out is converted to by electric power steering electricity
The control that the motor torque of motivation 1060 is carried out, realizes desired steering, while making the performance of vehicle stable.
Fig. 4 is the schematic diagram of the friction circle characteristic of tire when representing to produce sliding, shows the front and back of trailing wheel 106,108
To the relation between power and side force.The stabilisation of the performance of vehicle 1000 is described in detail reference picture 4.
In the characteristic for representing the relation between the fore-and-aft direction power and side force of trailing wheel 106,108 (hereinafter also referred to as tire
Friction circle characteristic) in, when by right-left driving force distribution implement turn to when, until Fig. 4 shown in antero posterior axis arrow A51 production
During raw fore-and-aft direction power, the tolerance of the arrow A52 of Y-axis width formation side force.If fore-and-aft direction power in this condition
Arrow 53 is increased to, then due to being slid more than friction circle.Therefore, implement to turn to concurrently when by right-left driving force distribution
During raw sliding, turning angle of steering wheel control is converted to, is realized and turned by controlling the moment of torsion of electric boosting steering motor 1060
To.Accordingly, fore-and-aft direction power returns to arrow 51, can suppress the generation of sliding.For example, working as by right-left driving force distribution come real
When applying right turn, and when the sliding because of vehicle 1000 causes the steering volume of right turn not enough, apply in right turn side by
The booster torquemoment that electric boosting steering motor 1060 is produced.
Fig. 5 is the schematic diagram for representing to calculate the method for the moment of torsion of electric boosting steering motor 1060.Electric power steering
The moment of torsion of motor 1060 can be obtained by the following method：By self-aligning torque (Self-aligning torque), from wheel
Moment of torsion that distance between tire turning center point and pull bar is tried to achieve, by will indicate tire steering angle be converted to angular acceleration and with wheel
The moment of torsion for the tyre rotation that the product for the rotator inertia that tire is turned to is calculated is added, and divided by steering gearbox ratio.It should illustrate, after
Computational methods in face of the moment of torsion of electric boosting steering motor 1060 are described in detail.
Consider from above-mentioned viewpoint, in the present embodiment, according to the load condition of the power supply of 12V systems 1020 and high electricity
Mechanism when charged state (SOC) selection of piezoelectric battery 1040 is turned to.In addition, pre- with steering operation according to being recognized by the external world
Turning travel track is surveyed, if can be by the region that right-left driving force carries out power steering, is carried out by right-left driving force
Turn to.Hereinafter, it is described in detail.
Fig. 6 is the schematic diagram for being shown in detail in the control device 200 of present embodiment and being constituted around it.Control device
200 have：Extraneous identification part 202, onboard sensor 204, steering assistance angle operational part 206, preview turning road control targe are horizontal
Slew Rate operational part 208, target yaw rate operational part 209, control targe yaw-rate operational part 210, subtraction unit 212,213,
The additional yaw moment operational part 214 of car body, prediction turning radius operational part 216, prediction drift angle operational part 218, drift angle become
Rate operational part 220, vehicle yaw rate operational part 222, yaw-rate F/B operational parts 224, weighted gain operational part 226, prediction turn
To radius operational part 228, prediction drift angle operational part 230, sliding angular rate of change operational part 232, the driving of motor peak torque
Power operational part 234, maximum turning radius operational part 236, the drift angle operational part 238 that can be turned to, sliding angular rate of change determination unit
240th, steering mode judge operational part 242, driving force operational part 244, sliding determination unit 245, steering torque instruction unit 246 and
Motor requires moment of torsion instruction unit 248.
In figure 6, onboard sensor 204 is included：Above-mentioned vehicle-wheel speed sensor 127,128, front and rear acceleration sensor
132nd, lateral acceleration sensor 134, steering angle sensor 138, yaw rate sensor 142, accelerator open degree sensor 146.Turn
The steering angle θ h of steering wheel 130 are detected to angle transducer 138.In addition, yaw rate sensor 142 detects the actual horizontal stroke of vehicle 1000
Slew Rate γ, the detection of vehicle-wheel speed sensor 127,128 car speed (speed) V.Lateral acceleration sensor 134 detects vehicle
1000 transverse acceleration Ay.
Target yaw rate operational part 209 calculates target yaw rate γ _ tgt according to turning angle of steering wheel θ h and car speed V.
Specifically, target yaw rate operational part 209 calculates target horizontal stroke according to the formula (1) of the common plane two-wheeled model of following expression
Slew Rate γ _ tgt.Target yaw rate γ _ tgt is, by the right in formula (1), to substitute into the value calculated according to formula (2) and formula (3)
And calculate.The target yaw rate calculated γ _ tgt is inputted to subtraction unit 212.
【Number 1】
【Number 2】
【Number 3】
In addition, the variable, constant, operator in formula (1)~formula (3) are as follows.
γ_tgt：Target yaw rate
θh：Turning angle of steering wheel
V：Car speed
T：The time constant of vehicle
S：Laplace's operation is accorded with
N：Wheel steering gear ratio
l：Vehicle wheelbase
lf：From vehicle's center of gravity point to the distance at front-wheel center
lr：From vehicle's center of gravity point to the distance at trailing wheel center
m：Vehicle weight
Kftgt：Target diversion power (front-wheel)
Krtgt：Target diversion power (trailing wheel)
As described above, target yaw rate γ _ tgt is using car speed V and tire steering angle sigma as variable, according to formula (1)
Calculate.Constant A in formula (2)tgtIt is the constant for the characteristic for representing vehicle, is tried to achieve according to formula (3).
Extraneous identification part 202 is the component for recognizing external environment condition.In addition, extraneous identification part 202 possesses stereoscopic camera.
The stereoscopic camera that outside identification part 200 possesses is shot to outside vehicle, obtains the image information of outside vehicle, particularly
The road surface of vehicle front, the lane line for representing runway, front vehicles, signal, the image information of various mark classes.Stereoscopic camera
It is configured to comprising the pair of right and left camera with the capturing element such as ccd sensor, cmos sensor, passes through the outside outside to vehicle
Environment, which shoot, obtains image information.
The left side that extraneous identification part 202 is shot and obtained to this vehicle traveling direction with respect to pair of right and left camera
Right one group of stereo pairs, can be generated by principle of triangulation and obtained from the bias of corresponding position to object
The range information of (front vehicles etc.).In addition, the distance that extraneous identification part 202 is generated with respect to the principle of triangulation is believed
Breath, carries out known packet transaction, by compared with 3 D stereo thing data set in advance etc. after packet transaction away from
From information, stereoscopic article data and white line data etc. are capable of detecting when.Accordingly, extraneous identification part 202 can also recognize expression driving
The lane line in road, the mark stopped temporarily, stop line, ETC passages etc..
Fig. 7 is showing for the method that illustrates to calculate the lateral deviation ε between travel path by extraneous identification part 202
It is intended to.As shown in fig. 7, the white line for the runway that the extraneous detection of identification part 202 vehicle 1000 is travelled, using from extraneous identification part
202 only try to achieve white line coordinate at a distance of front blinkpunkt apart from L straight line L1 and intersection point P1, P2 of white line forwards.Then, utilize
Intersection point P1, P2 midpoint P3 try to achieve travel path coordinate.In addition, trying to achieve the front of extraneous identification part 202 to straight line L1's
Intersection point P4 (front blinkpunkt) coordinate.In the figure 7, due to and travel path deviation ε ' can by target travel path and
The lateral displacement amount ε (the distance between P3-P4) of vehicle front blinkpunkt and it is approximate, so setting ε ' → ε.
Steering assistance angle operational part 206 is according to the target travel path and vehicle being previously detected by extraneous identification part 202
Lateral displacement amount ε and front blinkpunkt between the blinkpunkt of front calculate the parameter (=steering equivalent to steering volume apart from L
Aid in angle [alpha] [rad]).Steering assistance angle [alpha] can be calculated according to following formula (4).
α=2 × sin-1(ε/2L)····(4)
In addition, for steering assistance angle operational part 206, by making predetermined tuning gain (constant) and steering assistance angle
α is multiplied and calculates steering assistance angle desired value α Tgt.
When entering turning road and travelling on turning road etc., if the steering volume of steering wheel 130 is not enough, implement basis
The rear portion torque vector distribution control (driving auxiliary control) that steering assistance angle desired value α Tgt are carried out.Therefore, preview is turned
Road control targe yaw-rate operational part 208 is by making steering assistance angle desired value α Tgt be the θ of the formula (1) of plane two-wheeled model
H/N, tries to achieve driving auxiliary control target yaw rate γ 2_Tgt.
The operational stability control target yaw that operational stability control target yaw rate operational part 210 is calculated
The driving auxiliary control target yaw that rate γ 1_Tgt are calculated with preview turning road control targe yaw-rate operational part 208
Rate γ 2_Tgt, are together input to control targe yaw-rate operational part 210.Control targe yaw-rate operational part 210 is according to direction
The steering angle θ h of the disk 130 and lateral deviation ε between travel path, direction and extraneous identification part in the steering of driver
When the direction of the 202 prediction travel paths recognized is identical, the gain among γ 1_Tgt and the γ 2_Tgt inputted is selected
It is higher as control targe yaw rate gamma Tgt, and output this to subtraction unit 212.
In addition, control targe yaw-rate operational part 210 is according to the steering angle θ h of steering wheel 130 and between travel path
Lateral deviation ε, the prediction travel path recognized in direction and the extraneous identification part 202 of the steering of driver towards phase
Inverse time, it is judged as the meaning of the oriented direction movement different from the prediction travel path of extraneous identification part 202 of driver.This
In the case of, in order to prevent the lane following that extraneous identification part 202 is carried out from controlling to disturb the steering of driver, control targe yaw-rate
Operational part 210 is in the stage of the steering volume for the steering wheel 130 for detecting more than predetermined threshold value, selection operation stability contorting mesh
Yaw rate gamma 1_Tgt is marked as control targe yaw rate gamma Tgt, and outputs this to subtraction unit 212.
Vehicle yaw rate operational part 222 according to the following formula for calculating vehicle yaw rate, calculate the value γ of yaw rate model _
clc.Specifically, car speed V, turning angle of steering wheel θ h are substituted into following formula (5), formula (6), passes through simultaneous formula (5), formula
(6) and solve, so as to calculate value γ _ clc (γ in formula (5), formula (6)) of yaw rate model.In formula (5), formula (6), Kf
Represent steering power (preceding), KrRepresent steering power (rear).In addition, in formula (3), by using turn with formula (5), formula (6)
To power Kf、KrDifferent target diversion power Kftgt、Krtgt, so that target yaw rate γ _ tgt is more than yaw rate model
Value γ _ clc, improves steering behaviour.Value γ _ clc of yaw rate model is exported to yaw-rate F/B operational parts 224.In addition, will
Value γ _ clc of yaw rate model is exported to subtraction unit 213.
【Number 4】
On the other hand, by the actual yaw rate gamma of the vehicle 1000 detected by yaw rate sensor 142 (hereinafter referred to as
Actual yaw rate gamma _ sens) input to subtraction unit 213.Subtraction unit 213 is subtracted from actual yaw rate gamma _ sens
Value γ _ clc of yaw rate model and try to achieve actual yaw rate gamma _ sens and value γ _ clc of yaw rate model difference γ _
diff.Difference γ _ diff is inputted to weighted gain operational part 226.
Weighted gain operational part 226 according to value γ _ clc of actual yaw rate gamma _ sens and yaw rate model difference γ _
Diff calculates weighted gain a.
Value γ _ clc, actual yaw rate gamma _ sens and the weighted gain a of yaw rate model are input to yaw-rate F/B
Operational part 224.Yaw-rate F/B operational parts 224 according to following formula (7), by weighted gain a to value γ _ clc of yaw rate model and
Actual yaw rate gamma _ sens is weighted, and calculates feedback yaw rate gamma _ F/B.By the feedback calculated yaw rate gamma _ F/B outputs
To subtraction unit 212.
γ _ F/B=a × γ _ clc+ (1-a) × γ _ sens (7)
Fig. 8 is the schematic diagram of gain diagram when representing the calculating weighted gain a of weighted gain operational part 226.As shown in figure 8,
Weighted gain a value, according to the reliability of auto model, variable between 0 to 1.It is used as the reliability for realizing auto model
Index, use the value γ _ clc and actual yaw rate gamma _ sens of yaw rate model difference (deviation) γ _ diff.Such as Fig. 8 institutes
Show, gain diagram is set as that difference γ _ diff absolute value is smaller, and weighted gain a value is bigger.Weighted gain operational part 226, it is right
Difference γ _ diff implements Fig. 8 curve map processing, calculates the weighted gain a of the reliability corresponding to auto model.
In fig. 8, weighted gain a is 0~1 value (0≤a ＜ 1).In -0.05 [rad/s]≤γ _ diff≤0.05
When [rad/s], weighted gain a is 1 (a=1).
In addition, during 0.05 ＜ γ _ diff, or during γ _ diff ＜ -0.05, weighted gain a is 0 (a=0).
In addition, during 0.05 [rad/s] ＜ γ _ diff ＜ 0.1 [rad/s], weighted gain a is calculated by following formula.
A=-20 × γ _ diff+2
In addition, during -0.1 [rad/s]≤γ _ diff ＜ -0.05 [rad/s], weighted gain a is calculated by following formula.
A=+20 × γ _ diff+2
The region A1 of gain diagram shown in Fig. 8 be difference γ _ diff close to 0 region, be actual yaw rate gamma _ sens
The smaller regions of S/N and/or tire characteristics be linear region (dry pavement), vehicle yaw rate operational part 222 is calculated
Value γ _ clc of the yaw rate model gone out reliability is higher.Therefore, as weighted gain a=1, yaw-rate is made by formula (7)
Value γ _ clc's of model is assigned as 100% and calculates feedback yaw rate gamma _ F/B.Hereby it is possible to suppress to be included in yaw-rate
The influence of the noise of yaw rate sensor 142 in γ _ sens, can exclude sensor from feedback yaw rate gamma _ F/B and make an uproar
Sound.Therefore, it is possible to suppress the vibration of vehicle 1000 and improve riding comfort.
Herein, produced as between value γ _ clc of actual yaw rate gamma and the yaw rate model tried to achieve from auto model
The raw factor deviated from, can enumerate the dynamic characteristic of tire.Assuming that for above-mentioned plane two-wheeled model, drift angle and the horizontal stroke of tire
To the relation (the excessively curved characteristic of tire) between acceleration be linear region, in the range of linearity, actual yaw rate gamma with
Value γ _ clc of yaw rate model is roughly the same.Relative to drift angle, transverse acceleration is the linear range of linearity (steering wheel
The relatively slow region of turning velocity) in, yaw rate sensor 142 is influenceed by sensor noise.Therefore, in this region
Use value γ _ clc of yaw rate model.
On the other hand, in the excessively curved characteristic of tire is nonlinear region, the yaw-rate of actual vehicle and laterally accelerate
Degree is nonlinear relative to steering angle and drift angle, is detected in the yaw-rate and actual vehicle that are detected in plane two-wheeled model
To yaw-rate produce deviate from.In such transitional nonlinear area, due to the sensor in yaw rate sensor 142
Noise is not produced in characteristic, it is possible to use actual yaw rate gamma.Nonlinear area is for example equivalent to the conversion time of steering.
When actual yaw rate gamma exceedes value γ _ clc of yaw rate model, equivalent to nonlinear area, due to not made an uproar by sensor
The influence of sound, so the control based on true value can be carried out by using actual yaw rate gamma.If in addition, using in view of tire
Non-linear property model, then the control based on yaw-rate becomes more complicated, but according to present embodiment, can be based on difference
γ _ diff easily is determined that value γ _ clc of yaw rate model reliability, in nonlinear area, can be mostly using actual
The distribution of yaw rate gamma.In addition, the value of yaw rate model can be utilized by being not easily susceptible to the region of the influence of the dynamic characteristic of tire
γ _ clc is tackled.
In addition, the region A2 of the gain diagram shown in Fig. 8 is the region of difference γ _ diff increase, equivalent to wet-skid road surface,
Ice and snow road is travelled, or when being turned under high acceleration of gravity etc., it is the limit area of tyre slip.In this region, by
Value γ _ the clc for the yaw rate model that vehicle yaw rate operational part 222 is calculated reliability step-down, difference γ _ diff becomes more
Greatly.Therefore, as weighted gain a=0, compared with formula (7), actual yaw rate gamma _ sens's is assigned as 100% and calculates feedback
Yaw rate gamma _ F/B.Accordingly, the precision of feedback is ensured according to actual yaw rate gamma _ sens, the behavior of reflection actual vehicle is carried out
Yaw-rate feedback control.It therefore, it can carry out optimal control to the steering of vehicle 1000 according to actual yaw rate gamma _ sens
System.Further, since be the region of tyre slip, even if so the signal of yaw rate sensor 142 is influenceed by noise, driving
Member will not also be aware of the vibration of vehicle 1000, can suppress the reduction of riding comfort.On the low friction region shown in Fig. 8
A2 setting, can determine the region of weighted gain κ=0 from design requirement, can also be real on low friction road surface from vehicle 1000
Control stability, riding comfort when border is travelled etc. test to determine.
In addition, the region A3 of the gain diagram shown in Fig. 8 is the region (inelastic region changed from the range of linearity to limit area
Domain), the tire characteristics of the vehicle 1000 as actual vehicle are also allowed for as needed, make yaw rate model value γ _ clc and
Actual yaw rate gamma _ sens distribution (weighted gain a) linear changes.(low to region A2 from region A1 (high friction area)
Friction area) conversion, or in the region changed from region A2 (low friction region) to region A1 (high friction area), in order to suppress
Along with torque fluctuation caused by weighted gain a suddenly change, the variation of yaw-rate, pass through linear interpolation and calculate weighting and increase
Beneficial a.
In addition, values of the region A4 of the gain diagram shown in Fig. 8 equivalent to actual yaw rate gamma _ sens than yaw rate model
Situation big γ _ clc.For example, in vehicle yaw rate operational part 222 parameter of input error and yaw rate model value
, can be according to region A4 curve map when γ _ clc is miscalculated etc., and be controlled using actual yaw rate gamma _ sens.In addition,
Weighted gain a scope is not limited between 0~1, as long as can arbitrarily it be taken in the range of being set up as wagon control
The change of the structure of value, within the technology category of the present invention.
Subtraction unit 213 is from the control targe yaw rate gamma _ tgt inputted by control targe yaw-rate operational part 210
Feedback yaw rate gamma _ F/B is subtracted, control targe yaw rate gamma _ tgt and feedback yaw rate gamma _ F/B difference delta γ is tried to achieve.That is,
Difference delta γ is calculated according to following formula (8).
Δ γ=γ _ Tgt- γ _ F/B (8)
Difference delta γ is input to the additional yaw moment operational part 214 of car body as yaw-rate correction.
The additional yaw moment operational part 214 of car body is based on the difference delta γ inputted, so that difference delta γ is 0, i.e. make control
Mode consistent with feedback yaw rate gamma _ F/B target yaw rate γ _ tgt processed calculates the additional yaw moment Mg of car body.It is specific and
Speech, the additional yaw moment Mg of car body is calculated according to following formula (9).Accordingly, must when trying to achieve steering on the center of vehicle 1000
The additional yaw moment Mg of car body wanted.Steering moment is applied to vehicle 1000 according to the additional yaw moment Mg of car body.
【Number 5】
Hereinafter, the disposed of in its entirety that the control device 200 of present embodiment is carried out is illustrated.Fig. 9 is to represent this reality
Apply the flow chart of the disposed of in its entirety of mode.First, in the step s 100, judge whether ignition switch (igniting SW) opens.Point
Fire switch enters step S102 when opening, waited when ignition switch is closed in step S100.
In step s 102, judge that gear position sensor (IHN) 144 indicates whether P (parking) or N (neutral gear) position,
Enter step S104 at the position in P (parking) or N (neutral gear).In addition, in step s 102, (stopping being not in P
Car) or N (neutral gear) position when enter step S106, judge ignition switch whether be unlocked, returned when ignition switch is opened
It is back to step S102.In step s 106, step S108 is entered when ignition switch is closed, the startup for completing vehicle is handled and returned
It is back to step S100.
The startup processing of vehicle 1000 is carried out in step S104, in subsequent step S110, gear position sensor is judged
(IHN) 144 position for indicating whether D (advance) or R (reversing).Moreover, representing D (advance) in gear position sensor (IHN) 144
Or R (reversing) position when, into step S112, start running the processing of control.On the other hand, in step s 110, exist
When gear position sensor (IHN) 144 does not indicate that D (advance) or R (reversing) position, into step S113, ignition switch is judged
Whether it is unlocked, step S110 is back to when ignition switch is opened.In step S113, step is entered when ignition switch is closed
Rapid S108, terminates the startup processing of vehicle.
As described above, in the present embodiment, in the charged state reduction of high-voltage battery 1040, from passing through motor
108th, the course changing control that 110,112,114 right-left driving force distribution is carried out is converted to by electric boosting steering motor 1060
The course changing control of progress, increases the moment of torsion of electric boosting steering motor 1060.In addition, according to the drift angle of vehicle 1000, from
The course changing control carried out, which is distributed, by right-left driving force is converted to the steering control carried out by electric boosting steering motor 1060
System.
If in addition, the course changing control carried out in the right-left driving force distribution implemented by motor 108,110,112,114
During occur wheelslip, then the performance of vehicle 1000 becomes unstable.Therefore, in the present embodiment, implementing logical
Enter line slip judgement during the course changing control for the right-left driving force distribution progress for crossing motor 108,110,112,114, when
When sliding, the motor torque of electric boosting steering motor 1060 is controlled, to realize desired steering, and
Make vehicle behavior stability.
Figure 10 be represent present embodiment by right-left driving force distribute carry out course changing control and course changing control it is general
The flow chart wanted.First, in step S410, vehicle-state is judged.Herein, car is judged according to drift angle and SOC
State, enters step S412 when drift angle is less than predetermined value and SOC is more than predetermined value.In step S412, it is determined that logical
Cross right-left driving force control and carry out steering drive control.In subsequent step S414, calculate and control what is produced by right-left driving force
Turn to driving force MgMotTq.
In addition, when being unsatisfactory for step S410 condition, into step S416.In step S416, according to drift angle and
SOC judge vehicle-state, when drift angle be predetermined value more than, and SOC be predetermined value more than when enter step S418.In step
In S418, it is determined that carry out controlling the steering drive control of progress and by electric power steering electricity by right-left driving force simultaneously
The wheel steering that motivation 1060 is carried out.In subsequent step S420, calculate and control the steering produced to drive by right-left driving force
Power MgMotTq and steer motor moment of torsion (wheel steering booster torquemoment) δ produced by electric boosting steering motor 1060
motTq。
In addition, when being unsatisfactory for step S416 condition, into step S422.In step S422, it is determined that by electronic
Boosting steering motor travel direction disk is turned to.In subsequent step S424, calculating is produced by electric boosting steering motor 1060
Raw steer motor moment of torsion δ motTq.
In addition, entering step S426 after step S414, judge whether vehicle 1000 slides, when sliding
Into step S418.On the other hand, processing is terminated when not sliding.
In addition, entering step S428 after step S420, judge whether vehicle 1000 slides, when sliding
Into step S422.On the other hand, processing is terminated when not sliding.
As described above, in the control of present embodiment, only under right-left driving force control, when surface friction coefficient μ drops
It can be slid when low, therefore enter line slip detection simultaneously, when detecting sliding, as (right-left driving force control) → (left and right
Driving force controls+turned to driving force control) → (turning to driving force control) such conversion for carrying out steering mode, to control vehicle
Stability.
Figure 11 is the flow chart of the processing for the step S112 being shown in detail in Fig. 9.First, in step S113, obtain
The operational ton of gas pedal, the operational ton of brake pedal are used as input value.In subsequent step S114, gas pedal is judged
Whether operational ton is more than 0.1, enters step S116 when operational ton is more than 0.1.In step S116, according to gas pedal
Operational ton calculate require driving force reqF.Furthermore, it desired to which driving force reqF calculating can be according to for example pre-set
Accelerator open degree and require the curve map of relation between driving force reqF and carry out.On the other hand, when the operational ton of gas pedal
Enter step S118 during less than 0.1, carry out the regenerative braking control of each motor 108,110,112,114.
Enter step S120 after step S116, S118.In the step s 120, turned by the method shown in Figure 10
To the conversion and control of mode.In subsequent step S122, enter line slip and judge control.In subsequent step S124, calculate electronic
Machine moment of torsion indicated value, indicates the output to each motor 108,110,112,114.In subsequent step S126, according to front and rear
Acceleration transducer 132, lateral acceleration sensor 134 detect the acceleration of vehicle 1000.
Enter step S127 after step S126, enter line slip and judge computing.In subsequent step S128, judge
Whether Slip_Flg=0 sets up, and step S130 is entered as Slip_Flg=0, then Slip_Flg1=0, Slip_Flg2=0.
On the other hand, in step S128, step S132 is entered when Slip_Flg=0 is invalid, Slip_Flg1 is judged
Whether=1 set up, and step S134 is entered as Slip_Flg1=1, then Slip_Flg2=1.In step S132, work as Slip_
Enter step S136 when Flg1=1 is invalid, then Slip_Flg1=1.Step is back to after step S130, S134, S136
S120。
Figure 12 is the flow chart that the sliding for the step S127 being shown in detail in Figure 11 judges the processing of computing.The processing is
Carried out by sliding determination unit 245.First, in step S300, obtain | Δ New | and | Δ γ | it is used as input value.At this
In, Δ New is the spin theory value (absolute value) of the difference of left and right | Δ New_clc | and the rotation actual value of the difference of left and right is (definitely
Value) | Δ New_real | difference absolute value, i.e., | Δ New |=| Δ New_clc- Δs New_real |.In addition, | Δ γ |=
|γtgt-γF/B|。
In subsequent step S302, judge | Δ New | whether >=150rpm sets up, when | Δ New | enter during >=150rpm
Step S304, judges | Δ γ | whether >=0.75rad/s sets up.In step s 304, as | Δ γ | enter during >=0.75rad/s
Step S306, sliding determination flag Slip_Flg=1.On the other hand, in step s 302 | Δ New | during ＜ 150rpm, or,
In step s 304 | Δ γ | during ＜ 0.75rad/s, into step S308, sliding determination flag Slip_Flg=0.
In Figure 11 step S130~S136, the Slip_Flg calculated according to the processing by Figure 12 state, if
Determine Slip_Flg1, Slip_Flg2 state.If Slip_Flg is 0, setting Slip_Flg1, Slip_Flg2 are 0, if
Slip_Flg is 1, then Slip_Flg1 is set in next controlling cycle as 1, Slip_ is set in next controlling cycle under
Flg2 is 1.
Hereinafter, processing main in Figure 11 processing is described in detail.Figure 13 is to represent the step S120 in Figure 11
Processing summary flow chart.First, in step s 200, car speed V, turning angle of steering wheel θ h, SOC, camera are obtained
Information (Cam) is used as input value.In subsequent step S202, slided according to mark Slip_Flg1, Slip_Flg2 state
Move and judge.In subsequent step S204, prediction turning radius operational part 216 calculates prediction according to the image of stereoscopic camera and turns to half
Footpath tgtRcam.In subsequent step S206, the prediction that prediction turning radius operational part 228 calculates the steering operation of driver turns
To radius tgtRst.In addition, below to predicting that turning radius tgtRcam operation method is illustrated.
In subsequent step S208, maximum turning radius operational part 236 calculates maximum turning radius tvmaxR.Maximum is turned to
Radius operational part 236 calculates maximum turn to partly according to motor peak torque, and based on driving force steering lock radius curve figure
Footpath tvmaxR, the motor peak torque is motor peak torque driving force operational part 234 according to car speed V or electricity
Motivation revolution is calculated.In addition, being illustrated below to driving force steering lock radius curve figure.In subsequent step S210
In, calculate drift angle.Herein, prediction drift angle operational part 218 is converted to the sliding angle value at car body center, and is turned according to prediction
Drift angle tgt β cam are calculated to radius tgtRcam.In addition, prediction drift angle operational part 230 is according to prediction turning radius tgtRst
Calculate drift angle tgt β st.In addition, the drift angle operational part 238 that can be turned to calculates drift angle according to maximum turning radius tvmaxR
tvmaxβ。
In subsequent step S212, sliding angular rate of change operational part 220 is by by drift angle tgt β cam divided by drift angle
Tvmax β calculate drift angle rate rat β cam.In addition, sliding angular rate of change operational part 232 by by drift angle tgt β st divided by
Drift angle tvmax β calculate drift angle rate rat β st.
In subsequent step S214, carry out drift angle and be applicable judgement.Herein, sliding angular rate of change determination unit 240 compares
Drift angle rate tv β cam and drift angle rate tv β st, select larger drift angle rate to be used as controlling value.
In subsequent step S216, steering mode judges that operational part 242 carries out the judgement of steering mode.Steering mode judges
Operational part 242 judges steering mode according to SOC and drift angle rate.In subsequent step S218, driving force operational part 244, which is calculated, to be turned
To driving force.As the result of the computing, in step S220, the steering driving force of output motor 108,110,112,114
MgmotTq, electric boosting steering motor 1060 wheel steering booster torquemoment δ motTq.Left and right wheel drive torque will be used as
Steering driving force MgmotTq export to motor requirement moment of torsion instruction unit 248, according to turn to driving force MgmotTq carry out electricity
The driving of motivation 108,110,112,114.In addition, wheel steering booster torquemoment δ motTq are exported to steering torque instruction unit
246, the driving of electric boosting steering motor 1060 is carried out according to wheel steering booster torquemoment δ motTq.So, steering side
Formula judges operational part 242 and driving force operational part 244 as adjustment direction disk power steering moment of torsion δ motTq and left and right wheels
The steering driving force MgmotTq of driving torque adjustment portion plays a role, to apply the additional yaw moment Mg of car body.
Figure 14 is the flow chart for the processing for representing the step S120 in Figure 11 in more detail.In addition, Figure 15 is in more detail
The flow chart of the processing of step S122 in expression Figure 11.Figure 15 processing is carried out after Figure 14 processing.First, in Figure 14
In step S230 in, obtain car speed V, turning angle of steering wheel θ h, SOC, camera information (Cam), sliding decision state and make
For input value.In subsequent step S232, judge whether Slip_Flg1=0 sets up, step is entered as Slip_Flg1=0
S234.In step S234, maximum turning radius operational part 236 calculates maximum turning radius tvmaxR.In subsequent step S236
In, the drift angle operational part 238 that can be turned to calculates drift angle tvmax β.
In subsequent step S238, the state (camera information (Cam)) of the stereoscopic camera of extraneous identification part 202 is obtained.
In subsequent step S240, according to the camera status obtained in step S238, judge whether Cam=1 sets up, enter as Cam=1
Enter step S242.Herein, Cam=1 situation represents that camera status is good, and Cam=0 situation represents camera status NG.
In step S242, prediction turning radius operational part 216 calculates prediction turning radius tgtRcam, in subsequent step
In S244, prediction drift angle operational part 218 calculates drift angle tgt β cam.In subsequent step S246, angular rate of change computing is slid
Portion 220 calculates drift angle rate rat β cam.
On the other hand, in step S240, step S248 is entered as Cam=0.In step S248, prediction turns to half
Footpath operational part 228 calculates prediction turning radius tgtRst, in subsequent step S250, and prediction drift angle operational part 230, which is calculated, to be slided
Move angle tgt β st.In subsequent step S252, sliding angular rate of change operational part 232 calculates drift angle rate rat β st.
The step S254 entered after step S246, S252 in Figure 15.In step S254, sliding angular rate of change judges
Portion 240 compares drift angle rate rat β cam and drift angle rate rat β st, and step S256 is entered as rat β cam ＜ rat β st.In step
In rapid S256, sliding angular rate of change determination unit 240 slides target angular rate of change β as sliding angular rate of change rat β st.
On the other hand, in step S254, step S258 is entered as rat β cam >=rat β st.It is sliding in step S258
Move angular rate of change determination unit 240 and target is slid to angular rate of change β as sliding angular rate of change rat β cam.In step S256, S258
Enter step S260 afterwards.
In step S260, steering mode judges that operational part 242 slides according to the target set in step S256, S258
The value of angle beta and SOC, judges β ＜ 1 and whether SOC >=Z sets up, and step S262 is entered as β ＜ 1 and SOC >=Z.In step S262
In, steering mode judges that operational part 242 calculates steer motor moment of torsion as steering driving force.In subsequent step S264, drive
Power operational part 244, which is calculated, turns to driving force.Herein, according to step S262 result, MgmotTq=clcmotTq, δ
MotTq=0.Specifically, driving force operational part 244 is according to following various calculating clcmotTq.
【Number 6】
In step S260, as β ＜ 1 and SOC >=Z invalid, into step S266.In step S266, β is judged
Whether >=1 and SOC >=Z is set up, and step S268 is entered when β >=1 and SOC >=Z.In step S268, steering mode judges
The moment of torsion of steer motor moment of torsion and electric boosting steering motor 1060 that operational part 242 calculates right-left driving force is used as steering
Driving force.In subsequent step S270, driving force operational part 244, which is calculated, turns to driving force.Herein, according to step S268 knot
Really, MgmotTq=clcmotTq, δ motTq=clc δ Tq.Specifically, driving force operational part 244 is according to following various calculating
clcmotTq、clcδTq.In this case, clcmotTq be motor torque maximum maxMotTq, clc δ Tq be from turn
The moment of torsion after the yaw-rate produced by motor torque is subtracted into required yaw-rate.
【Number 7】
Tgt γ=γMg+γδ
···(21)
γδ=tgt γ-γMg
···(22)
ClcMotTq=max MotTq
···(25)
In step S266, step S272 is entered when β >=1 and SOC >=Z invalid.In step S272, steering side
Formula judges that operational part 242 calculates the moment of torsion of electric boosting steering motor 1060 as steering driving force.In subsequent step S274
In, driving force operational part 244, which is calculated, turns to driving force.Herein, according to step S272 result, MgmotTq=0, δ motTq
=clc δ Tq.Specifically, driving force operational part 244 is according to following various calculating clcMotTq, clc δ Tq.In such case
Under, clcMotTq is that motor torque maximum maxMotTq, clc δ Tq are to be subtracted from the yaw-rate required for steering by electricity
Moment of torsion after the yaw-rate that motivation moment of torsion is produced.
【Number 8】
In addition, the variable, constant, operator in formula (10)~formula (27) are as follows.
tgtδ：Target direction disk steering angle
tgtβ：Target car body drift angle
tgtγ：Target yaw rate
clcδTq：Wheel steering moment of torsion
TSAfl：The near front wheel self-aligning torque
TSAfr：Off-front wheel self-aligning torque
ltp：Tire turning center-drag link end spacing
Itb：The rotatory inertia of tire steering spindle
St_Gboxratio：Steering ratio
Iz：Vehicular yaw inertia
D：Turn to the difference of right-left driving force
Dmax：Maximum turns to the difference of right-left driving force
TireR：Tire radius
Gboxratio：Motor gear box case gear ratio
γδ：The yaw-rate obtained by turning angle of steering wheel
γMg：The yaw-rate obtained is distributed by right-left driving force
A：The coefficient of stability
In addition, in step S232, step S276 is entered as Slip_Flg1=1.In step S276, Slip_ is judged
Whether Flg2=1 sets up, as Slip_Flg2=1 into the step S272 in Figure 15.On the other hand, in step S276 when
Into the step S266 in Figure 15 during Slip_Flg2=0.
As described above, Slip_Flg1, Slip_Flg2 state be according to judge slide after controlling cycle it is true
Fixed.By the processing of step S232, S276, step S274 processing is carried out at the time of sliding takes place, then basis
Step S266 judgement carries out the processing of any step in step S268, step S272.In addition, the judgement of step S232, S276 is
Carried out by sliding determination unit 245.
As described above, according to Figure 15 processing, being carried out during SOC ＜ Z by the moment of torsion of electric boosting steering motor 1060
Power steering, therefore, it is possible to effectively suppress the difference of the right-left driving force produced by motor 108,110,112,114 is utilized
When being turned to, because the electricity reduction of high-voltage battery 1040 leads to not the driving force of the difference by using right-left driving force
The power steering control for controlling and carrying out.
In addition, according to Figure 15 processing, when slide angular rate of change it is larger when, due to continually carry out using motor 108,
110th, the driving force control of the difference of the right-left driving force produced by 112,114, may impact and reduce to vehicle performance
Cornering ability, but the power steering carried out by the moment of torsion be converted to using electric boosting steering motor 1060, can make car
Performance is stable.Hereby it is possible to greatly improve cornering ability.In addition, in fig .15, becoming according to by SOC and drift angle
Rate result obtained from compared with threshold value carrys out switching control mode, but according to SOC and can also slide angular rate of change
Value, makes the moment of torsion continuous transformation of the motor torque and electric boosting steering motor 1060 of right-left driving force.Alternatively, it is also possible to
According to control targe yaw rate gamma _ tgt and feedback yaw rate gamma _ F/B difference delta γ, or actual yaw rate gamma _ sens and
Value γ _ clc of yaw rate model difference γ _ diff switching control modes.In this case, in the less high SOC of difference
The steering only distributed by right-left driving force is carried out during state, in the larger low SOC states of difference, progress only passes through steering wheel
The steering of steering, below the threshold value that difference is setting and during SOC states in being, drive by wheel steering and left and right
The steering that power distribution is carried out.
In addition, when carrying out the judgement of steering mode, judged according to turning radius R according to Figure 15 processing,
But the sliding angular rate of change (rat β cam, rat β st) calculated according to the drift angle (tgt β cam, tgt β st) of car body is sentenced
It is fixed, so as to quantitatively represent to the controlled quentity controlled variable of of vehicle 1000 itself, therefore, it is possible to greatly improve control accuracy.
In addition, turning to the sliding angular rate of change rat β cam tried to achieve according to the image information of stereoscopic camera, and according to steering wheel
The sliding angular rate of change rat β st tried to achieve to angle are compared, by selecting larger value to be controlled, and can be reduced to utilize and be appointed
The overload condition that one side produces when being handled, can realize the simplification of control flow.
When being computed as described above steering driving force, in step S124 in fig. 11, the output for carrying out motor torque refers to
Show.The motor torque indicated value of each motor 108,110,112,114 during steering can pass through following formula (28)~formula
(31) it is indicated.Motor require moment of torsion instruction unit 248 according to formula (28)~formula (31) calculate each motor 108,110,
112nd, 114 motor torque indicated value TqmotFl, TqmotFr, TqmotRl, TqmotRr.
TqmotFl (the motor torque indicated value of the near front wheel)=reqTq/4 (28)
TqmotFr (the motor torque indicated value of off-front wheel)=reqTq/4 (29)
TqmotRl (the motor torque indicated value of left rear wheel)
=reqTq/4- (± Tvmot) (30)
TqmotRr (the motor torque indicated value of off hind wheel)
=reqTq/4+ (± Tvmot) (31)
Herein, additional torque Tvmot is equivalent to steering driving force MgmotTq.Additional torque Tvmot symbol according to turn
To direction set.In addition, herein, left and right is carried out by applying additional torque Tvmot in left rear wheel and off hind wheel
Driving force is controlled, but can also apply additional torque Tvmot in the near front wheel and off-front wheel, can also apply additional turn round in four-wheel
Square Tvmot.
In addition, steering torque instruction unit 246 is electronic as electric power steering using wheel steering booster torquemoment δ motTq
The moment of torsion of machine 1060 and export.
Figure 16 is represented in Figure 13 step S204, S210, and in Figure 14 step S242, S244, prediction is turned to
Radius operational part 216 calculates prediction turning radius tgtRcam, and prediction drift angle operational part 218 calculates prediction drift angle tgt β
The flow chart of cam processing.In addition, Figure 17 is the shape for representing vehicle 1000 and track (white line) from the top of vehicle 1000
The schematic diagram of state, shows difference of the front blinkpunkt apart from L [m], the target travel track in the blinkpunkt of front and white line distance
Dst1, dst2, target travel track tCosT.First, in step s 320, as input value, acquisition turning angle of steering wheel θ h,
By extraneous identification part 202 obtain road surface on white line identification situation, relative to front blinkpunkt apart from L [m] white line
Apart from dst.
In subsequent step S322, target travel track is calculated.Target travel track tCosT (tgtCourseTask) root
Calculated according to following formula.In addition, target travel track is calculated by extraneous identification part 202 or prediction turning radius operational part 216
's.In addition, target travel track tCosT can be the positive straight line that vehicle 1000 is extended to from vehicle 1000.
【Number 9】
In subsequent step S324, the target travel track in the blinkpunkt of front and the difference of white line distance are calculated
dst1、dst2.Dst1, dst2 are calculated according to following formula.
Dst1=tCosT1-Cam1 (33)
Dst2=tCosT2-Cam2 (34)
In subsequent step S326, prediction turning radius operational part 216 calculates prediction turning radius tgtR.Prediction turns to half
Footpath tgtR is according to following various calculating.
Previous value：
Currency：
Tgt_add_ γ=d/dt (tgt_Yaw_angle) (41)
【Number 10】
In subsequent step S328, prediction drift angle operational part 218 calculates prediction drift angle tgt β cam.Predict drift angle
Tgt β cam are calculated according to following formula.
【Number 11】
In Figure 13 step S206 and Figure 14 step S248, by predicting that it is pre- that turning radius operational part 228 is carried out
Surveying turning radius tgtRst computing can be carried out using the same method of the computing with predicting turning radius tgtRcam.At this
In the case of kind, based on turning angle of steering wheel θ h and car speed V, target yaw rate γ _ tgt is tried to achieve according to formula (1), by inciting somebody to action
γ _ tgt is substituted into as the tgt_add_ γ of formula (42), can try to achieve prediction turning radius according to formula (42), formula (43)
tgtRcam.In addition, in Figure 13 step S210 and Figure 14 step S250, prediction drift angle tgt β st can be according to formula
(44) calculate.
Figure 18 is to represent that maximum turning radius operational part 236 calculates the driving force used during maximum turning radius tvmaxR and turned
To the performance plot of limit radius curve figure.As shown in figure 18, as car speed V increases, maximum turning radius tvmaxR diminishes.
Figure 19 A~Figure 19 D are the performance plots for illustrating the flow for the curve map for creating Figure 18.First, such as Figure 19 A institutes
Show, by obtaining the T-N characteristics of motor, try to achieve peak torque corresponding with the revolution of motor.Hereinafter, as shown in Figure 19 B,
Figure 19 A transverse axis is converted to by car speed V by the gear ratio according to reducing gear, and the value of moment of torsion is increased 2 times, is tried to achieve
The characteristic of the peak torque difference of left and right motor.
Hereinafter, relative to Figure 19 B characteristic, the motor torque of the longitudinal axis is converted into driving from gear ratio, tire radius
Power, and calculate produced from the tyre surface of vehicle to car body turning center turn to additional yaw moment [Nm].By by acquisition
Turn to the yaw moment of inertia of additional yaw moment divided by vehicle to calculate yaw angular acceleration, to the yaw angular acceleration tried to achieve
Integration then obtains yaw-rate (yaw-rate).Accordingly, as shown in fig. 19 c, being driven by left and right relative to car speed V is obtained
The curve map for the yaw-rate that power distribution control is obtained.
Hereinafter, the yaw-rate and car speed V obtained according to the characteristic from Figure 19 C, steering wheel is obtained based on following formula (45)
Steering angle.Accordingly, the curve map shown in Figure 19 D is obtained.
【Number 12】
Ts：Constant during yaw-rate/steering
Hereinafter, the turning angle of steering wheel θ h obtained according to the characteristic from Figure 19 D, and turning radius is obtained based on formula (43).
Hereby it is possible to obtain Figure 18 curve map.Therefore, maximum turning radius operational part 236 can be calculated according to Figure 18 curve map
Maximum turning radius tvmaxR.
Figure 20 A and Figure 20 B are the performance plots illustrated for the control effect to present embodiment.Herein, Figure 20 A
It is the wheel steering for representing to carry out by electric boosting steering motor 1060, Figure 20 B are represented by using motor
108th, the steering that the driving force control of the difference of the right-left driving force produced by 110,112,114 is carried out.In Figure 20 A and Figure 20 B,
EPS_Curr represents the electric current of electric boosting steering motor 1060, and EPS_Trq represents electric boosting steering motor 1060
Moment of torsion, VSP represents car speed, and St_ang represents turning angle of steering wheel, and Mot_Trq represents motor 108,110,112,114
Moment of torsion, EPS_Pow represents the output of electric boosting steering motor 1060, and EPS_E represents electric boosting steering motor
1060 energy, Drive_Pow represents the output of motor 108,110,112,114, Drive_E represent motor 108,110,
112nd, 114 energy.
Figure 20 A and Figure 20 B is compared then it is readily apparent that based on car speed and desired turning radius simultaneously
By controlling the driving force produced to obtain steering behaviour by right-left driving force, the defeated of electric boosting steering motor 1060 can be made
Go out energy (EPS_E) reduction of (EPS_Pow), electric boosting steering motor 1060, the load of 12V systems can be mitigated.
In traveling under certain condition, 12V energy expenditures during for traveling 1km are during relative to wheel steering
It is 600J for 650J, when driving is turned to, produces 50J difference.Figure 20 A, Figure 20 B the 3rd from top, represent continue go
Data during about 6km are sailed, are 1200J for being 1500J when wheel steering, when driving is turned to, it is thus identified that 300J's
Power consumption.In addition, slide and be controlled by detecting, can be by Minimal energy loss.
As described above, according to present embodiment, in the electricity reduction of high-voltage battery 1040, utilizing electric power steering
The moment of torsion of motor 1060 carries out power steering, and the institute of motor 108,110,112,114 is utilized therefore, it is possible to effectively suppress to work as
When the difference of the right-left driving force of generation is turned to, because the electricity reduction of high-voltage battery 1040 leads to not by using a left side
The driving force of the difference of right driving force controls carried out power steering control.
In addition, when sliding angular rate of change is larger, by continually carrying out being produced using motor 108,110,112,114
The driving force control that the difference of raw right-left driving force is carried out, therefore by switching to by electric boosting steering motor 1060
The power steering that moment of torsion is carried out, so as to make vehicle behavior stability, it is possible to increase cornering ability.
More than, the preferred embodiment of the present invention is described in detail referring to the drawings, but the present invention is not limited to
Illustrated embodiment.It should be understood that the personnel of every general knowledge with the technical field of the invention, in claim secretary
In the category of the technological thought of load, it is conceivable that various modifications or fixed case, these fall within the technology of invention certainly
Within the scope of.
Claims (11)
1. a kind of control device of vehicle, it is characterised in that possess：
The additional yaw moment operational part of car body, it calculates the additional yaw power of car body for putting on car body according to the yaw-rate of vehicle
Square；
Steering torque instruction unit, it indicates the booster torquemoment of the steering carried out by wheel steering system；
Right-left driving force moment of torsion instruction unit, it is independently of wheel steering system and indicates to apply the left and right wheel driving of torque to car body
Dynamic torque；
Charged state acquisition unit, it obtains the charged state of battery, and the battery, which turns into, to be used to apply the additional yaw of the car body
The driving source and storage electric power of torque；And
Adjustment portion, it is based on the charged state and adjusts the booster torquemoment and the left and right wheel drive torque to apply the car
The additional yaw moment of body.
2. the control device of vehicle according to claim 1, it is characterised in that the adjustment portion is with the battery electric quantity
Reduction reduces the left and right wheel drive torque, and makes the booster torquemoment increase.
3. the control device of vehicle according to claim 2, it is characterised in that when the battery electric quantity is below predetermined value
When, the adjustment portion makes the left and right wheel drive torque be 0.
4. the control device of vehicle according to claim 1, it is characterised in that the control device of described vehicle possesses：
Drift angle operational part is predicted, it calculates the prediction drift angle of vehicle；
The drift angle operational part that can be turned to, it calculates the drift angle that can be turned to, the maximum steering half based on maximum turning radius
Tried to achieve according to the driving force of the wheel for applying the additional yaw moment of the car body in footpath；And
Slide angular rate of change operational part, its calculate sliding angular rate of change, the sliding angular rate of change be it is described prediction drift angle with
The ratio between described drift angle turned to,
The adjustment portion adjusts the booster torquemoment and the left and right based on the charged state and the sliding angular rate of change
Wheel drive torque.
5. the control device of vehicle according to claim 4, it is characterised in that the adjustment portion becomes with the drift angle
The increase of rate reduces the left and right wheel drive torque, and makes the booster torquemoment increase.
6. the control device of vehicle according to claim 5, it is characterised in that when the sliding angular rate of change is predetermined value
Above and when the battery electric quantity is more than predetermined value, the adjustment portion is by the torsion for applying the additional yaw moment of the car body
The left and right wheel drive torque among square regard remaining as the booster torquemoment as exportable peak torque.
7. the control device of vehicle according to claim 4, it is characterised in that
The prediction drift angle operational part is included：
First prediction drift angle operational part, it is based on the first prediction turning radius and calculates the first prediction drift angle, and described first is pre-
Turning radius is surveyed to calculate based on the track that camera calibration is arrived；And
Second prediction drift angle operational part, it is based on the second prediction turning radius and calculates the second prediction drift angle, and described second is pre-
Turning radius is surveyed to calculate based on turning angle of steering wheel；
The sliding angular rate of change operational part is included：
First sliding angular rate of change operational part, it calculates first and slides angular rate of change, and the first sliding angular rate of change is described
The ratio between first prediction drift angle and the drift angle turned to；
Second sliding angular rate of change operational part, it calculates second and slides angular rate of change, and the second sliding angular rate of change is described
The ratio between second prediction drift angle and the drift angle turned to；
The control device of the vehicle is also equipped with sliding angular rate of change determination unit, its more described first sliding angular rate of change and institute
The second sliding angular rate of change is stated, larger value is judged to slide angular rate of change,
The drift angle that the adjustment portion judges according to the charged state and by the sliding angular rate of change determination unit becomes
Rate adjusts the booster torquemoment and the left and right wheel drive torque.
8. according to the control device of vehicle according to any one of claims 1 to 7, it is characterised in that the control of the vehicle
Device possesses the sliding determination unit for judging vehicle slip, and when being determined as that vehicle has carried out sliding, the adjustment portion makes the left side
Right wheel driving torque is reduced, and makes the booster torquemoment increase.
9. according to the control device of vehicle according to any one of claims 1 to 7, it is characterised in that the control of the vehicle
Device possesses：
Target yaw rate operational part, it calculates the target yaw rate of vehicle；
Vehicle yaw rate operational part, it calculates the value of yaw rate model according to auto model；
Yaw rate sensor, it detects the actual yaw rate of vehicle；And
Yaw-rate operational part is fed back, the difference of its value and the actual yaw rate based on the yaw rate model distributes the horizontal stroke
The value of Slew Rate model and the actual yaw rate, calculate feedback horizontal according to the value of the yaw rate model and the actual yaw rate
Slew Rate,
The additional yaw moment operational part of car body is calculated according to the target yaw rate with the difference of the feedback yaw-rate
The additional yaw moment of car body.
10. the control device of vehicle according to claim 9, it is characterised in that the target yaw rate operational part is included：
First object yaw-rate operational part, it calculates first object yaw-rate according to the image of camera；And
Second target yaw rate operational part, it is based on turning angle of steering wheel and car speed calculates the second target yaw rate,
The target yaw rate is calculated based on the first object yaw-rate and second target yaw rate.
11. a kind of control method of vehicle, it is characterised in that possess：
The step of additional yaw moment of car body for putting on car body is calculated according to the yaw-rate of vehicle；
The step of booster torquemoment for the steering that instruction is carried out by wheel steering system；
Independently of wheel steering system and indicate to car body apply torque left and right wheel drive torque the step of；
The step of obtaining the charged state of battery, the battery turns into the driving source for being used for applying the additional yaw moment of the car body
And storage electric power；And
Adjust the booster torquemoment and the left and right wheel drive torque to apply the additional horizontal stroke of the car body according to the charged state
The step of putting torque.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2016012521A JP6352956B2 (en) | 2016-01-26 | 2016-01-26 | Vehicle control apparatus and vehicle control method |
| JP2016-012521 | 2016-01-26 |
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| Publication Number | Publication Date |
|---|---|
| CN106994913A true CN106994913A (en) | 2017-08-01 |
| CN106994913B CN106994913B (en) | 2019-03-19 |
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| CN201710041965.9A Active CN106994913B (en) | 2016-01-26 | 2017-01-20 | The control device of vehicle and the control method of vehicle |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US10696322B2 (en) |
| JP (1) | JP6352956B2 (en) |
| CN (1) | CN106994913B (en) |
| DE (1) | DE102017100043A1 (en) |
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Also Published As
| Publication number | Publication date |
|---|---|
| CN106994913B (en) | 2019-03-19 |
| JP6352956B2 (en) | 2018-07-04 |
| US10696322B2 (en) | 2020-06-30 |
| US20170210414A1 (en) | 2017-07-27 |
| JP2017132312A (en) | 2017-08-03 |
| DE102017100043A1 (en) | 2017-08-10 |
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